Hey guys,

I just got a Type 4 engine from Lohoon on here (thanks again mate). It is a GD case (2.0L bus) and 022 heads (2.0L FI heads). Don't know whats inside yet but I already have a std std 66mm crank and rods + another 2.0L case (thanks chris).

What I intend to build is either a warm mild street driven engine around 2.0L displacement. This is going into an early bug on '69 pan with 4.125 tranny and IRS.
I understand the stock 2.0L FI heads have pretty small valves stock. Is it worth going to larger valves for this application, what sizes have you guys have success with?

or is it better to just start off with an 1800 head (which I understand had the largest stock valves). Also is it worth getting the new castings or rebuilding originals?

Depends how much the head work would cost, but the 1800 heads are an easy good option as they do have much larger standard valves and are meant to be pretty decent heads. My two cents.
Cheers,
Dustin

How much money you got? If you sell your mum what would she be worth?

these are the ducks nuts heads I reckon. And only US$3850.
Damn ye crossflow shitty exaust port stock heads to hell!
http://www.type4parts.com/cat_type_4_heads.cfm 


Are there any 1800 kombi heads left?Probably beeter off adding larger stainless steel valves to a used good head, one that doesnt have cracks or VSR. That way you know you are getting a good quality core that isnt too soft.

nn[ Edited on 27-7-2005 by amazer ]nn[ Edited on 27-7-2005 by amazer ]

I had my pair of 2L heads (supposedly better combustion chamber design than the 1800) checked for cracks (minor - had them welded) then had 1800 size valves installed by Conti Engines at Bribie Island. Can't remember cost off hand because it was about 1 1/2 years ago.

If you can, find a pair of 914 heads - bigger valves again and better flow....but still crossflow. Hopefully someone will make an affordable type I style exhaust port configuration for type IV heads soon. There is some R&D happenning overseas currently but whether they see production (for reasonable cost) is another thing.

Yep, I have a bare 2.0L case and 66mm crank and matching rods from amazer, I also have a complete 2.0L from lohoon (dont know what crank is inside yet) to make it clear.

I am budgeting at least 4-5k for longblock. Amazer, that website has a pretty bad rep on STF, but STF has this weird conformist mentality too. Those heads look interesting, although there are no fins on the exhaust ports at all. There seems to be a lot of debate on type1 vs type 4 exhaust style though. I would like to get 2.0L 914 heads, but everyone else does too

late 2L heads had square exhaust ports (outlet to exhaust manifold) for better flow. When VW went to watercooling they went back to "type1" style exhaust ports. Wonder if they realised the error of their ways on the type 4 heads?

Don't think there's much difference between 914 heads and stock 2L heads with bigger valves??? Much cheaper too.

Does anyone know if wasserboxer heads are the same stud pattern as a Type 4 heads. The reason I am asking is that Hot VW magazine indicated in a recent article about Scat or Autocraft heads for Type 1 engines are the same head stud pattern as a wasserboxer. and if this were so they may fit a type 4
Nicko

I have no personal experience with heads or porting etc, but I have read a post recently by Len Hoffman on the Type 4 heads and his opinion was that the Type 4 head wasn't as bad as everyone thought. Apparently modern thinking is that the exhaust flows about 70% of the inlet... which is also what is suggested in Graham Bells book, Four stroke performance tuning. And then once the flow is sorted you have to consider the efficiency of the combustion chamber.

Some of Jake Raby's heads seem not too badly priced for what you get... especially if you compare it to hot rodding a big block ford or a chev! (although they'll have more power they also will stick it in a heavy hot rod).

I agree with your comment though Jon "STF has this weird conformist mentality too"

Cheers
Jeremy

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